TravelWatch SouthWest: Response to Great Western Franchise Consultation
TRAVELWATCH SOUTHWEST CIC
www.travelwatchsouthwest.org
TravelWatch SouthWest CIC is a company limited by guarantee.
Registration Number: 5542697 Registered Office: The Old Carriage Works, Moresk Road, Truro, Cornwall TR1
1DG
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Introduction
TravelWatch SouthWest (TWSW) is pleased to be given the opportunity to respond
to the consultation on the award of the Great Western (GW) franchise.
We acknowledge and support the significant levels of investment being undertaken
with respect to the Control Period 5 (CP5) electrification and delivery of Crossrail.
With the level of change and disruption likely to take place during the next four years,
it makes sense for the Rail Executive to consider the potential for a direct franchise
award, as a means of managing a hugely complex infrastructure programme whilst
keeping services running efficiently.
From our recent meeting with stakeholders on 6th June, which was attended by
Martin Holt of the Rail Executive, there was a clear message that a new maximum
five-year franchise should grasp additional opportunities for investment on the lines
not being electrified in Control Period 5 (CP5).
At the same meeting, the incumbent operator presented very clear and compelling
evidence of the growth in rail travel in the south west of England. This evidence
should be used to ensure that significant additional capacity is delivered by 2020;
and planned for beyond that date.
Therefore, in the view of TWSW and its members, there should be a clear and
prioritised programme of additional investment for the new franchise period in:

Service frequency / journey time / capacity enhancements to address growing
patronage and latent demand, using new or cascaded DMU rolling stock to
eliminate overcrowding and replace units that are not fit for purpose.

Infrastructure schemes that address key network pinch points, and enable faster
and more reliable services for passengers.

Refurbishment / improvement of accessibility facilities at existing stations, in
particular at those stations where there is likely to be significant potential demand
from Persons of Reduced Mobility.

Planning for line re-openings and new stations, supporting services and further
electrification (before and within Control Period 6), where passenger demand and
economic / environmental benefits generate a positive business case.

Initiatives significantly and demonstrably to improve the overall convenience and
passenger experience – especially around information, ticketing and fares –
which ensure that the franchise becomes an exemplar in customer service.
A direct award to the incumbent operator must demonstrate clearly, over all the
years of the franchise, that investment and innovation normally associated with
competition is undiminished.
Background
At the time of the previous Great Western franchise consultation in mid 2011, TWSW
produced a report entitled Greater Western or Lesser Western? The aim was to set
out the key strategic themes which we believed should be written into the
specification for the franchise.
At the heart of the report was the fact that, in spite of relatively low levels of
investment, rail patronage had grown significantly in the latter half of the previous
decade and that was leading to serious overcrowding issues on a number of
TravelWatch SouthWest: Response to Great Western Franchise Consultation
services. Furthermore these capacity issues were also inhibiting the growth potential
of the region and its social and economic potential, in the context of a fast-growing
and ageing population.
The TWSW report therefore called for significant additional investment in further
capacity enhancements schemes, including electrification beyond the mainline
routes committed in CP5.
We attach the TWSW report to this consultation response, as we firmly believe that
the strategic themes are just as relevant now as they were back in 2011. Many of
these themes are reflected in responses to the individual consultation questions.
The Greater Western franchise process was subsequently aborted. Now that the
Government is considering a direct award to First Great Western from September
2015 to July 2020, TWSW believes it is important that the Rail Executive obtain
many of the benefits and enhancements, which we hope would have been provided
in the aborted franchise in 2013 and the extension to September 2015.
TWSW particularly welcomes the Secretary of State’s commitment to put the
passenger first in specifying train services and we would also stress the importance
of enhancing rail services and facilities in and to the South West as a contribution to
realising economic potential. This submission contains frequent references to the
need for rail services to support economic growth.
The five-year franchise outcome should be a significant enhancement for services
beyond those provided on the soon-to-be electrified routes. Many such
enhancements have been waiting for cascaded rolling stock, which will become
available as existing diesel-powered stock is replaced by electric trains. TWSW is
pressing for a commitment now to make these improvements in the December 2016
and December 2018 timetables.
It will be important to avoid a repeat of the 2006 franchise, when many shortcomings
and gaps were not resolved before commencement, with resulting reputational
damage to the Department of Transport and the franchisee. Some issues were not
addressed, particularly on local services, until the franchisee was subject to a
“special measures” regime in 2008 and then only with funding from local authorities.
Therefore TWSW supports more of a role for Local Transport Authorities and Local
Enterprise Partnerships, to promote schemes that achieve growth in employment
without generating considerable additional car traffic.
Growth in passenger numbers has not been matched by a proportionate increase in
seat capacity. Where additional seating capacity has been provided, for some of the
most heavily used services, it has often already been absorbed by the continuing
growth in passenger numbers. There is emerging evidence that people are deterred
from making the switch from car to rail because of the severe overcrowding on many
train services in the region, particularly during the Monday to Friday peak periods as
well as the lack of dependable parking capacity at many stations. Passenger
numbers are now already 25% above the data given to bidders for the aborted 2013
franchise. The baseline data for the new franchise should therefore be based on the
passenger numbers carried and revenue generated in 2014/15.
The current capacity gap will become even greater over the next franchise period, if
the issue is not addressed commencing in the December 2016 timetable. Unless
increases in seating capacity are made on all the main line services, including those
to the Far South West and on the Greater Bristol and Exeter / Devon networks, it will
TravelWatch SouthWest: Response to Great Western Franchise Consultation
be more difficult for LTAs and LEPs to promote economic growth and sustainable
transport.
The franchise specification should therefore identify a phased development of
services over the extension period. This may be achieved by an indication of
anticipated additional minimum service level requirements – particularly the span of
the operating day, the basic service frequency on each route and the minimum
number of seats per train – for 2016 and then for 2018 to include the Devon Metro
scheme and the MetroWest project. Our responses to some of the questions
provide TWSW views on the key priorities, which have often emerged from previous
studies.
An Introduction to the South West Economy
TWSW fully supports the view that transport improvements should clearly benefit the
wider economy.
The size and vitality of the south west economies, relative to other parts of the
country, is underestimated by national transport policy. The table below compares
south west economies to other locations (many of which will benefit from High Speed
2). The figures show that the boost of improved rail connectivity on the Bristol lines
(2nd largest growth in table below) could assist a strong economic region. The table
also illustrates that economies further west are equally in need of such a boost (FSW
economy has highest growth) need better rail services to help the economic growth
of the country.
Table 1 – South West Economies in Context
Sub-Region
Total GVA
(2011) £bn
GVA per head
(2011) £000
GVA Growth
(1999-2011) %
Greater Manchester
48.20
18.0
50.1
Derbyshire & Nottinghamshire
37.08
17.6
52.6
Merseyside
23.06
16.7
48.4
South Wales
22.67
18.5
57.0
Leeds
18.00
24.0
48.8
Sheffield
10.00
18.1
56.5
Swindon & Wiltshire
14.16
20.8
55.3
Gloucestershire
12.11
20.3
50.8
Greater Bristol
26.04
24.3
68.1
Far South West*
35.81
16.3
69.3
Source: ONS and 2011 Census.
* Heart of the South West LEP and Cornwall LEP (Somerset, Devon, Torbay, Plymouth and Cornwall LTAs)
In total GVA terms the economy of Greater Bristol is larger than any of Merseyside,
South Wales and Leeds. The economies of Swindon / Wiltshire and Gloucestershire
are larger than that of Sheffield. Growth in all four of the south west economies,
listed in the table above, exceeds that of Greater Manchester.
The two largest economic areas in the region are West of England (formerly known
as “Greater Bristol”) and the Far South West. It is worth providing some context on
both of these areas.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
West of England
The West of England has a substantial economic growth agenda, which is being
developed through its Strategic Economic Plan. The sub-region’s current share of
national economic growth (GVA) is the highest of any core city region at 3.1%. The
overall vision is to build on this economic growth through a range of interventions
including improving access to major employment sites for the skilled workforce
catchment. Population is expected to exceed 1.1 million by 2026.
Planning for this growth means the West of England city region needs transport
infrastructure that is not only fit for purpose, but has the ability to respond to
increasing demand, and therefore maximise potential for continued economic
growth. The modal share for journey to work within the Temple Quay Enterprise
Zone is increasing rapidly: a recent survey identified that 40% of commuters travel
by rail, yet elsewhere in Bristol the modal share by rail is very low for a city of
comparable size. Five Enterprise Areas are now becoming established and are
expected to be major trip generators, and rail has the potential to play a significant
part in meeting this demand.
Far South West
The Far South West (FSW) is the largest of the economies in the region – with the
centres of population requiring fast and reliable links along the peninsula. Railbased local, sub-regional and national passenger demand therefore plays a crucial
role in the economy: both for local / regional links and connections to the rest of the
UK. The population of the FSW has grown significantly since 1999 and has
therefore fuelled both economic growth and rail usage. In Cornwall, passenger
numbers have increased from 2.7M journeys to 6.5M p.a. (data: Cornwall C.C.).
The rail network is currently based on one main route from Exeter to Penzance, fed
by eight branch lines with regular passenger services. The line between Bristol and
the FSW has experienced repeated and severe disruption, as a result of extreme
weather events.
In spite of its size, the FSW economy is the least productive in terms of GVA per
head of population. Work by the University of the West of England shows a 6%
reduction in productivity for every 100 minutes of journey time to London. Therefore,
longer and slower speed journeys to the FSW take their toll on productivity and
demonstrate the need for improved rail connectivity to the area.
It is also the case that improvements to rail connectivity elsewhere can mean relative
disadvantage for areas that do not benefit from the investment. Whilst TWSW
supports the intention of High Speed 2 as a means of developing the national
economy, it is essential that areas such as the south west – which do not benefit
directly – are prioritised for complementary investment in better rail connectivity. At
the 6th June meeting, the Rail Executive representative reassured delegates that it
was not the government's intention that areas off the HS2 routes should suffer any
detriment.
The improvements on the Bristol lines will, for example, help to re-balance the
relative negative effects of HS2. But unless there is investment in other routes in the
region, the negative effect of HS2 will still be felt further west. It is a concern that
data released under the Freedom of Information (FoI) Act reveal that Devon, Exeter,
Plymouth and Cornwall lose £92.9m GVA.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
The UWE study previously referenced shows that productivity is reduced in a local
economy as the journey time to London increases. Bristol could gain 1.2% GVA for
the 20 minutes shorter journey time to London after electrification and IEPs. This
makes the relative performance of economies further west even more dependent on
improved journey times.
The FSW in particular is relatively disadvantaged by rail improvements on HS2 and
between London and Bristol. This needs to be counter-balanced by improvements in
rail connectivity further west.
Types of Service and Journey Purpose
Because of its physical size, number of urban areas and diverse economic
geography, rail services in the south west performs a number of important purposes:

National (UK) role: as a means of connecting the region with the rest of the UK
through long-distance services – directly to London / Thames Valley and (via
important interchanges to the Cross Country network at Plymouth, Exeter St
Davids, Taunton, Bristol Temple Meads / Parkway and Cheltenham Spa) the
midlands, north and Scotland.

Inter-regional role: connecting various parts of the south west, in particular the
West of England with the Far South West (FSW).

Sub-regional role: connecting towns that have a closely shared economic
geography – for example the West Wiltshire / Wessex market towns and Exeter –
Torbay / Plymouth.

Local role: either for short-distance movements between two large stations – for
example Cheltenham to Gloucester – or as part of denser urban “metro” style
networks – for example in Greater Bristol, Exeter and Plymouth.
Important journey purposes exist for all of these types of service, with national and
inter-regional being most relevant to business travel and leisure / tourist trips. Subregional and local services have more of a commuting and retail role, although
business and leisure travel (especially for day trips) are also relevant.
Structure and Approach of this Submission
As requested by the consultation document, the responses have been structured
around the specific questions.
TWSW has received a number of contributions from stakeholders which have, where
appropriate, been included in this document. Many of these stakeholders will also
be sending their own submissions to the consultation. Therefore this submission
does not aim to be a fine-grained wish-list of every possible improvement. Instead it
aims to be a strategic document – which combines a range of prioritised large-scale
initiatives with examples of smaller scale local improvements that could be delivered.
TWSW has therefore tried to strike a balance between prioritising what we consider
to be the “primary” issues for consideration in the franchise, whilst also highlighting
what might be “secondary” (but nevertheless locally important) requests for
improvements.
Therefore, in principle, TWSW supports the need to prioritise investment in the
routes, stations and services that are the most heavily used in passenger
terms – especially where the possibility of future development will generate
TravelWatch SouthWest: Response to Great Western Franchise Consultation
additional demand for travel. This approach is consistent with the
government’s emphasis on transport contributing to wider economic growth.
However, we also wish to emphasise that local routes – in particular the north–south
Wessex corridor and Far South West (FSW) branch lines – should not be excluded
from service improvements where there is a compelling local case for action. In
some instances, there may be evidence of suppressed demand as a result of a low
level of service frequency, with stakeholders reporting that some trains are subject to
severe local over-crowding as patronage has grown over time. Furthermore, tourism
is particularly important in the south west, yet the current travel contribution by rail is
disproportionately low – so the potential for moving people by rail outside the
traditional weekday peak hours could add to the case for change.
TWSW has also attempted to keep comments at a strategic level and not to focus on
technical details, which should be the preserve of the rail industry. Nevertheless
there are instances where important passenger outcomes – such as access for
People of Reduced Mobility, seating comfort and luggage space – may require
referring to examples of specific rolling stock. Our intention is not to “play at being
an operator”, but instead to highlight what are genuine passenger concerns
regarding key service experience standards.
Responses to Consultation Questions
1. Respondents are encouraged to consider whether any additional objectives
should be reflected in the franchise specification for the 5 year period from
September 2015
TWSW request that the following re-defined / additional objectives are clearly
reflected in the franchise specification:


Split the second objective into two:
o Maximise economic growth along the electrified Bristol lines by optimising
the deployment of the electric fleet. Use flexibility in the train service
requirements to optimise services, delivering a balance of commercial and
passenger benefits.
o Recognise the economic potential of the major FSW settlements (Exeter,
Plymouth and Torbay) and Gloucester / Cheltenham and seek to redress
the relative economic disadvantage in those areas exacerbated by HS2
and improvements on the Bristol lines. Work with all stakeholders to
prepare schemes for CP6 (or earlier) to provide train services of
appropriate frequency, journey time and capacity in those areas.
An additional objective: The strengthening of feeder and cross-radial routes
(such as Cardiff–Portsmouth, and Bristol–Weymouth) in order to provide an
effective network. Connections with GW main lines should offer easy transfer.
2. Respondents are encouraged to consider and identify any specific local factors
that they believe might influence the future level of passenger demand, which
should be reflected in the specification for the new franchise.
Network-Wide Factors
Whilst some local factors are outlined below, TWSW believes that there are some
wider issues that need to be considered when looking at local issues:
Fares and Value for Money
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Despite having some very competitively priced advance purchase tickets, the current
franchise stands out for having some turn-up-and-go fares that are far higher than
those for comparable journeys elsewhere in the UK, and possibly the whole of
Europe. For off-peak services in particular, this situation suppresses demand on
parts of the network, particularly for flows to and from principal stations to the west of
the former Network South East (NSE) boundaries.
It is a significant concern that major economic centres like Swindon, Bristol and
Plymouth are burdened with fares that are disproportionately high, with peak fares to
and from London that are very high compared to those for places in the Thames
Valley – where they still reflect the pricing strategies adopted by NSE in the last
quarter of the twentieth century.
The new electric services from Bristol to London are welcomed but the franchise
specification should require restraint in walk-up fares on these services if the full
value of the “sparks effect” is to be seen.
Ticket Sales
Recorded levels of rail usage reflect the sale of tickets that on a number of lines and
services is inhibited by the inability of conductors to issue the number of tickets
required on busy trains between stations. Sale of tickets before boarding is
essential, so investment in smart ticketing and local sales outlets, including more
ticket machines, will increase revenue.
Capacity and Passenger Growth
Future economic growth is likely to result in an increase in travel demand. The road
network around conurbations is already heavily congested, and modal switch to rail
is seen as an important means of addressing future travel. Conxsequently, additional
and new rolling stock for suburban and regional services is crucial. With mainline
electrification, passengers will also be expected to be able to travel to mainline
stations by suburban trains and then change. This situation will add to demand for a
network of integrated long-distance and local services.
TWSW believes that rail travel is being suppressed by inadequate capacity,
particularly on some services between the West of England and the South Coast via
West Wiltshire; and in the Greater Bristol and Exeter travel-to-work areas. Many
local rail networks are similarly being constrained by inadequate service frequencies
and trains with insufficient capacity to meet peak demand, poor local station
infrastructures and an absence of planned inter-connecting local bus services.
Amongst the conclusions from the meeting that TWSW convened for stakeholders in
Taunton on 27th January 2012 (for part of which a representative of the Department
participated) was the concept that, normally, no service should have a frequency
less than hourly.
The introduction and progressive extension of a reliable electrified network will raise
passenger demand for rail services throughout the service area – not just on the
newly electrified lines – and this will need to be planned for in the franchise
specification for potential delivery in Control Period 6 (CP6).
Examples of Local Issues for Consideration
Bristol–Westbury–Frome–Yeovil–Weymouth Line
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Passenger numbers on the Bristol–Westbury–Frome–Yeovil–Weymouth line have
grown by 6.5% in the last year and by 170% in ten years, despite a relatively
infrequent service of only eight trains a day, with gaps of up to three hours in the
middle of the day and in the evening. In practice, the numbers are probably even
higher, since at peak times the conductor cannot move through a crowded train to
sell tickets. TWSW believes that there is a good case for considering an hourly
service, which local stakeholders have termed “Wessex by the Hour”.
Exeter Urban Area
Exeter’s Core Strategy provides for at least 12,000 additional dwellings, 60 hectares
of employment land and up to 40,000 square metres of net retail floor space by
2026. Significant growth is also planned within the city’s immediate surroundings,
which the Great Western Route Utilisation Strategy (RUS) acknowledges will result in
around 18,500 additional dwellings, 37,000 additional inhabitants, and up to 28,500
extra jobs by 2026.
The current franchise has suffered from a serious underestimation of growth (e.g.
94% on the Barnstaple branch, 63% on the Exmouth branch since 2006/07).
On the Exmouth line, extensive new housing development already has planning
consent near the new station under construction at Newcourt, including a further 375
new homes to the east of the railway. A new IKEA store is to be built within walking
distance of Newcourt station; as this is the only IKEA store west of Bristol, this is
likely to draw passengers from across Somerset, Devon and Cornwall as well as
staff using the train from local stations.
3. Respondents are encouraged to highlight interfaces with any other schemes that
are likely to be delivered during the next five years, which the operator may need
to consider.
Line speed Improvements and Capacity enhancements
We understand that Network Rail is working on two sets of line speed and capacity
enhancements:


Strategic Review of line speed and capacity Exeter–Penzance.
3rd Way Analysis of line speed and capacity Reading–Exeter.
TWSW would ask that these studies should be considered by the franchisee as key
inputs into the future service planning and timetabling process.
Interface Between Bristol – Westbury and Bristol – Portsmouth Services
The Bristol–Westbury route is served also by other trains, primarily the hourly
Cardiff–Portsmouth service, but with some additions. In order to achieve best use of
the line and an overall service as fast as possible, one possible option could be
consideration of a limited-stop hourly service to Westbury, being divided there to
serve both the Salisbury–Portsmouth leg and the Yeovil–Weymouth leg. This service
could then be interleaved with an all-stations service terminating at Westbury, with a
frequency determined by demands of the Bristol commuter area and the need to
ensure a good level of accessibility.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
There is also a need to ensure that proposals for MetroWest recognise that the
Bristol travel-to-work area extends beyond Bath to the West Wiltshire towns.
Therefore specific proposals – for example a turnback facility at Bath Spa – may
need to be re-considered and implemented further east – for example at Westbury.
4. Respondents are invited to identify any changes or reorganisation to the routes
served by the Great Western franchise that they would recommend; and to
explain their rationale.
Introduction
TWSW believes that changes to routes and re-organisation of the franchising map
should be considered where either new services or proposals for metro-style local
networks are being promoted.
Bristol–Swindon–Oxford–Bedford
Consideration should be given to introduction of a Bristol–Oxford–Bedford service,
consequent upon development of East–West Rail. The previous Bristol–Oxford
service was removed after poor reliability affected patronage.
The planned East–West Rail investment affords the opportunity for restoration and
extension of that service, with the potential also for including new stations at, for
example, Corsham, Wootton Bassett and Wantage/Grove (serving the growing
Science Vale area).
This proposal might mean extending the geographic scope of the Great Western
franchise as far as Bedford (which is still further west than the eastern extremity of
the franchise at Redhill / Gatwick Airport).
Exeter–Honiton (South West Trains)
The Great Western franchise geography could be extended to include a local service
between Exeter and Honiton / Axminster (currently South West Trains) so that this
route can be included within the “Devon Metro” proposals under one franchisee. It is
understood that a two-hourly service is possible on the current infrastructure (in
addition to the hourly service operated by South West Trains), with an hourly local
service depending on the provision of an additional passing loop.
Cardiff–Gloucester / Cheltenham
Consideration might be given to including the services from Cardiff–Gloucester /
Cheltenham within the Great Western franchise. The rationale would be that the
current services – effectively an extension into England of Welsh local services from
Maesteg – may be re-cast in the light of the Metro proposals coming forward in south
Wales. In this instance, a longer-distance inter-regional service – for example linking
Cardiff, Newport, Chepstow, Lydney, Gloucester, Cheltenham, Ashchurch for
Tewkesbury, (Worcester Parkway), Bromsgrove, University and Birmingham New
Street might be a more attractive service offer for passengers.
Ivybridge Station
It has been suggested to TWSW that short platform extensions at this station could
allow most of the services at this station to be transferred to the Cross Country
TravelWatch SouthWest: Response to Great Western Franchise Consultation
franchise (trains starting/terminating at Plymouth) if this were considered to be
desirable from an operational and passenger demand point of view. This proposal
could in turn release at least one set of Great Western train crew and a unit for use
elsewhere in Devon and Cornwall.
5. Respondents who wish to promote service changes should clearly identify these
in their response to this consultation, as well as any supporting business case or
value for money (VfM) analysis.
Introduction
Given the significant changes coming forward as a result of electrification / Crossrail,
coupled with sub-regional aspirations through Strategic Economic Plans (SEPs), the
franchise has an opportunity to consider various changes to routes across the South
West. TWSW appreciates that there is a balance to be struck between the desire for
change versus a focus on operational delivery. However, the franchise should
recognise and plan for a greater role for rail in the economic geography of the region,
especially as it relates to:

Connectivity to London and other regions – for commuting and business travel;

Commuting within the larger urban areas / sub-regions – primarily Greater Bristol
and Devon; and

Promoting tourism / leisure – especially to coastal resorts and market towns.
Therefore TWSW believe that the proposals outlined below are worthy of
consideration – and these support the schemes outlined in paragraphs 5.20 and 5.21
of the consultation document.
Whilst the following list of proposals is broadly in priority order, we are keen to point
out that the franchise must not only consider each scheme on its merits, but also
how it delivers wider network benefits.
MetroWest
TWSW is supportive of proposals in the City Deal / Strategic Economic Plan to
develop the existing urban rail network of Greater Bristol into an integrated Metrostyle system that caters for the wider travel-to-work area. Phase 1 is currently
planned to start operation before the end of the five-year franchise period and Phase
2 could well be under construction.
Whilst we do not wish to repeat the detail of the whole MetroWest proposal, TWSW
would emphasise the importance of half-hourly services across the local rail network
in the West of England, and specifically the reopening of the Portishead and
Henbury lines. The Portishead re-opening proposal is something that TWSW would
like to see delivered in the franchise period. TWSW also strongly supports proposals
for four tracking at Filton Bank, both to enable Metro West and to improve speed /
capacity / reliability for longer distance services.
TWSW welcomes the requirement for the train operator to work with promoters of
schemes under development but (as for all schemes of this type) we would like to
see a more specific reference to a duty to co-operate and assist in the delivery of
MetroWest Phase 1 and 2 (as per the wording of the first Direct Award or through a
formally worded co-operation obligation agreement).
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Figure 1 – MetroWest Proposals
Source: West of England Partnership
Devon Metro
The LEP’s Growth Bid 2015/16 (which accompanies its Strategic Economic Plan)
points out that passenger numbers rose 245% in the five years to 2012 on the Great
Western network.
Exeter’s Core Strategy provides for at least 12,000 additional dwellings, 60 hectares
of employment land and up to 40,000 square metres of net retail floor space by
2026. Significant growth is also planned within the city’s immediate surroundings,
which the Great Western Route Utilisation Strategy (RUS) acknowledges will result in
around 18,500 additional dwellings, 37,000 additional inhabitants, and up to 28,500
extra jobs by 2026.
Rail forms a key component of the transport strategy set out in the Devon and
Torbay Local Transport Plan, and Exeter City Council’s Core Strategy. Strong growth
in rail patronage therefore looks set to continue, and the franchise specification
should aim to recognise and accommodate the growth in travel demand.
Devon County Council’s “Devon Metro” proposals, contained within its LTP3, are
designed to make best use of existing infrastructure through well-targeted
improvements, and these proposals underpin the growth planned through Exeter’s
Core Strategy. In summary, Devon Metro comprises the following short-term
elements, which should be considered for planning and possible delivery during the
life of the franchise.

New stations at Newcourt, Cranbrook (now under construction), Marsh Barton
(programmed for 2016) and Edginswell.
TravelWatch SouthWest: Response to Great Western Franchise Consultation

30-minute local service frequency between Paignton and Exeter (RUS proposal:
now operating between Paignton and Newton Abbot).

Re-opening the line between Bere Alston and Tavistock.

2-hourly service to Okehampton (currently Sundays only).

A seven-day railway.
Figure 2 – Devon Metro Proposals
Source: Devon County Council
One of the longer term elements is a 30-minute frequency to Cranbrook and Honiton,
a line currently outside the Great Western franchise, although this frequency would
be achieved by adding an additional hourly local service that could interwork with
other Devon Metro trains, such as Exeter–Barnstaple.
Much of the Metro idea is reflected in the Western Route Plan and the conditional
outputs of the Network Rail’s Regional Urban Market Study. The latter also include
proposals for improved journey times on the Devon Metro lines, through better rolling
stock and/or infrastructure improvements. This would be of particular benefit on the
Barnstaple branch, where improved journey times would greatly increase its
attractiveness to commuters, and on the Exmouth branch, where better performing
stock could enable all trains to serve all stations and increase accessibility.
The LEP’s Growth Bid 2015/16 includes, among its key proposals, provision of a
passing loop in East Devon, to improve line capacity on rail route to London
Waterloo to provide a more effective diversionary route for Great Western (and
Cross Country) trains. This loop is included in the LEP’s programme of major
transport schemes, in Tranche 3 for delivery in 2017/18 or later; it is possible
therefore that this could be delivered within the lifetime of the new Great Western
TravelWatch SouthWest: Response to Great Western Franchise Consultation
franchise. A suitably located loop would enable provision of the additional hourly
Exeter–Honiton service referred to above (in addition to the current hourly South
West Trains service to Waterloo). Since this would effectively be a local service, it
would be more appropriate for it to form part of the Great Western franchise (as
opposed to that currently operated by South West Trains). The franchise should
therefore contain proposals for developing the Devon Metro network as rolling stock
becomes available, including a half hourly Paignton–Exeter service and an additional
hourly Exeter–Honiton service (two hourly until the passing loop is built).
Some 27% of Exeter households having no car; the city now has a seven-day
economy, and yet public transport has not kept pace with this; so, ideally the above
service levels should operate seven days a week.
The current franchise has struggled to keep pace with passenger growth (e.g. 94%
on the Barnstaple branch, 63% on the Exmouth branch since 2006/07), and attempts
to increase capacity have resulted in a Great Western fleet of ageing and largely
unsuitable units. Ideally, Metro-style services around Bristol and Exeter should be
operated by suburban-type units of high quality, such as Class 165 or 166, whereas
the longer distance services (e.g. Exeter–Barnstaple, Exeter–Penzance) should be
operated by Class 158s or new-build, to improve comfort and reduce journey times.
Capacity demands are such that these units will often need to work in pairs. The
successful bid must include robust proposals for working with the RoSCos to secure
a suitable fleet. Owing to the age of current units (30 years for Class 15x family),
serious consideration should be given to procurement of a new fleet of “go
anywhere” DMUs.
London–Westbury–Exeter–(Paignton)–Plymouth–Penzance
TWSW believes that in order to reduce the productivity gap between the Far South
West (FSW) and the rest of the region (as well as the UK as a whole), it is essential
to develop a more frequent and faster service along the currently non-electrified
Berks and Hants (B&H) line to Exeter, Torbay, Plymouth and Penzance.
The importance of improving rail links as a means of developing the FSW economy
is addressed in our introduction.
Stakeholders from the Pewsey / Westbury area are also making a strong case for
the development of their services, pointing to the substantial passenger growth to
Newbury (Vodafone), Reading (IT employers more generally) and London. Demand
is also likely to be heightened by the expansion of housing in mid-Wiltshire and the
growth in Army numbers now housed in the garrisons on Salisbury Plain, which are
served by intermediate stations on the B&H line. At Bedwyn, the focus is on
encouraging investigation of the case for extending electrification from Newbury.
TWSW would therefore request that consideration is given to 3 trains per hour (tph)
London to Exeter, with the following indicative service pattern:


1tph with stops at the principal stations on the Berks & Hants line, with at least 6
trains per day extended to Torquay and Paignton.
2tph limited stop after Reading, thereby enabling Exeter to be reached in 105
minutes. If only one stop were possible between Reading and Taunton, TWSW
TravelWatch SouthWest: Response to Great Western Franchise Consultation


believes that Westbury – which is an interchange point for a number of northsouth services – would be the strongest candidate.
The 2tph limited stop trains to proceed to Plymouth, 1 of which should have a
journey time of 150 minutes from London (either limited or non-stop Exeter to
Plymouth).
The 150 minute Plymouth train to then proceed to Penzance, with at least the
same journey time as today’s fastest train.
The recent report from the Peninsula Rail Task Force (PRTF) provides a high level
strategic assessment of the business case for both enhanced diesel and
electrification options, and TWSW would ask that further detailed work is undertaken
to assess the various options for operational deliverability and delivery of maximum
passenger benefits.
Cheltenham–Gloucester–Swindon–London
With the re-doubling of the line between Swindon and Kemble, and capacity
improvements delivered by the Reading station scheme, TWSW believes that there
is a strong case for increasing the frequency of direct services to London
Paddington.
The urban areas of Cheltenham and Gloucester wish to develop stronger economic
clusters of high technology, finance and service-based employment opportunities,
which will potentially generate the need for greater travel to Swindon, Thames Valley
and London.
TWSW is aware of very expensive proposals for upgrading the “Missing Link”
(Cowley to Brockworth) section of the A417 / A419 corridor; and would contend that
a faster and more frequent rail service along the Stroud Valley line could be part of
the solution to travel demand on the Gloucester / Cheltenham to Swindon corridor.
At the very least, a multi-modal study to look at all the land-use developments and
transport options for this corridor should be undertaken, with the active participation
of the franchisee and Network Rail.
London to Gloucester / Cheltenham services are currently only offered every 2 hours
direct with a Swindon change offered in the intervening hour. The proposed
upgrading of this to an hourly direct service is welcome but the appropriate longer
term frequency is set by LDMS at 2 or 3tph.
In spite of a very poor and relatively slow 2-hourly direct service to London
Paddington, Gloucester, Cheltenham Spa and Stroud Valley line stations have seen
significant growth in patronage over the last ten years:
TWSW would request that a post-IEP service of 2tph is considered for Gloucester /
Cheltenham Spa to London Paddington – with 1tph stopping at all stations on the
Stroud Valley and the other 1tph running non-stop Gloucester to Swindon (in order to
deliver a 2-hour journey time to London Paddington from Cheltenham Spa).
TravelWatch SouthWest: Response to Great Western Franchise Consultation
TWSW would also welcome active consideration of a Swindon–Birmingham service,
such as was originally offered by Virgin Cross Country on privatisation, but dropped
owing to rolling stock shortage and capacity constraints at New Street. It would be
worth understanding the potential demand for a link between the western section of
the Thames Valley and the West Midlands, linking the main urban areas along the
A417/A419 and M5 corridors.
Table 2: Gloucestershire Station Usage and Growth
Station Name
Entries & Exits
(2011-2012)
1,813,000
Change (%)
Cheltenham Spa
Entries & Exits
(2001-2002)
821,000
Gloucester
698,000
1,247,000
79
Stroud
199,000
464,000
133
Kemble
175,000
357,000
104
Stonehouse
62,000
137,000
121
121
Source: Office of Rail Regulation (ORR) Station Entry and Exit data.
It is therefore important that sufficient train paths between Swindon, Reading and
London Paddington are reserved for the Gloucester / Cheltenham services.
As with Paddington to Reading paths, another essential ingredient to deliver the
appropriate frequencies to meet the economic growth objective is sufficient rolling
stock. Future plans for further electrification need clarification, and additional EMUs
need to be ordered if a decision to proceed is made. However, there may well be an
interim need to use HSTs or other cascaded long-distance DMUs on the higher
frequency service pattern.
Bristol–Westbury–Frome–Yeovil–Weymouth: Hourly Service
TWSW believes that as part of supplementing the core Cardiff–Portsmouth service,
there is a strong case for considering an hourly service between Bristol Temple
Meads and Weymouth – via Westbury, Frome and Yeovil Pen Mill.
Projections by South Somerset District Council show that Yeovil is expected to grow
by a further 15,000 people and 5,000 jobs over the next fifteen years, adding
considerably to demands on a line that is already experiencing capacity issues.
The line starts as part of the Bristol and Bath suburban system, carrying large
numbers of commuters and shoppers down the Avon valley. As previously
highlighted, it is important that services at least as far as Westbury are considered as
part of the MetroWest proposals.
South of Westbury the line links a number of Somerset and Dorset villages / small
and medium sized towns (Frome has a population of 27,000); including as a
commuter service for Yeovil, Dorchester and Weymouth. The line is important for
tourism / retail trips, and is often very busy with families going to the beach in
Weymouth in summer, and shopping days see people coming home from Bath.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Local stakeholders highlight the resulting over-crowding on some services meaning
that a conductor often cannot move through the train to check or sell tickets; and it is
not unknown for passengers to be left on the platform, unable to squeeze on to the
train; and when the next one is two hours away. Such over-crowding provides a very
poor service for passengers. The line from Westbury to Weymouth is the only north–
south line in the 80-miles between Salisbury and Exeter, but its strategic significance
is yet to be realised.
During the previous Great Western franchise negotiations in 2012, the Heart of
Wessex Rail Partnership produced a business case which showed that an hourly
service would cover its costs – and TWSW believes that this should be the starting
point for considering improvements. At the time, the Department for Transport was
sufficiently convinced to invite priced bids for an hourly service.
The line has increased its passenger numbers by 117% between 2005 and 2012,
and trebled in ten years. This success owes much to its promotion by the Heart of
Wessex Rail Partnership, focussing on commuting, shopping, exploring and other
leisure travel. A regular hourly service could satisfy latent demand.
The growing town of Yeovil would be properly connected with Dorchester and
Weymouth in one direction, and with Bristol and Bath in the other. Branch lines in
Devon and Cornwall have shown that, given an attractive service with value for
money fares, use of the railway has flourished. The introduction of an hourly service
between Salisbury and Exeter in 2010 has also generated much extra traffic.
Similarly an hourly Bristol–Weymouth service could allow the line to develop its
potential.
The proven and growing use of the line justifies active consideration of an early
improvement in frequency under the new Great Western franchise from September
2015. At the very least, this should be considered for implementation as soon as
electrification of the Thames Valley lines releases diesel trains.
Torbay
The Brown report on future rail franchising highlighted the need for bidders to
provide direct train services between the major conurbations in each region
Within the current train service specification, Torbay (population 140,000) is the only
major conurbation within the Great Western region without a regular direct train
service train to and from London.
As a major seaside resort, Torbay would potentially benefit from a regular direct train
service to and from London to support its economy and deliver economically and
environmentally sustainable travel. The hospitality sector contributes over £400
million a year to the Torbay economy and provides 20% of employment.
Currently there are only 3 trains to London Paddington per day (Monday–Friday) and
just 1 train a day Saturday and Sunday (with additional trains on summer Saturdays).
On Monday–Friday, there is no train from Paddington between 1000 and 1733.
As an initial improvement, the franchise could specify that there is an early afternoon
service on Monday–Friday from Paddington to Torbay, returning early evening. This
TravelWatch SouthWest: Response to Great Western Franchise Consultation
would give Torbay roughly a three hourly direct service to and from Paddington
Monday–Friday.
The specification should also include a commensurate service on Saturday and
Sunday, thereby providing four direct trains a day between Torbay and London. The
original Great Western ITT issued by the DfT in 2012 explicitly asked that this
service be included by franchise bidders.
This incremental improvement would return the level of direct services between
Torbay and London to that provided in 2009, when DfT ordered South West Trains to
stop running trains from Waterloo to Torbay – a service the franchisee provided at
their own expense.
After the introduction of IEPs, with the cascaded rolling stock of HSTs and DMUs,
this base specification should be increased to at least 6 direct services a day
between Torbay and Paddington.
Trans Wilts Line
A very specific concern in relation to TransWilts (Swindon to Westbury) services is
that the DfT consultation document shortens the current service description, to the
extent that it appears incomplete. Weekday services are about every 2 hours, with
an additional round trip in each peak making it hourly at these times. The round trips
running prior to December 2013 (the “old” services) have been supplemented by the
2-hourly shuttle (“new” services). However, the DfT consultation document gives the
impression that only the new services are now running, which is misleading.
The TransWilts Community Rail Partnership has surveyed typical commuters (FGW
area / online forum) on their working days and translated that into the service they
would be using into Swindon on the TransWilts.
Figure 3 – TransWilts Community Rail Partnership Survey
The basic conclusions are:

3 out of 37 who would be fine with just the old service

2 out of 37 who would be fine with just the new service

32 out of 37 who use / are likely to use a mixture of old and new services.
It is therefore important to emphasise in the franchise that the “base” for the
TransWilts needs to be the service as it is currently running, and not as it appears to
be described by the DfT
The CRP request for eight trains each way per day is therefore not an aspiration for
an increased service – simply a request to maintain at least the status quo on a
TravelWatch SouthWest: Response to Great Western Franchise Consultation
service that had just under 60 passengers per day this time last year, and has gone
up to 369 (15th May 2014 count).
6. Respondents are encouraged to bring to our attention research, evidence or
publications which they believe should be considered in the development of the
franchise specification.
Strategic Economic Plans
A fundamental plank of the government’s approach to local economic development
is the production of Strategic Economic Plans (SEPs) by Local Enterprise
Partnerships (LEPs).
Many SEPs in the south west view better rail services and connectivity as a
fundamental part of their proposals, in particular:

Greater Bristol – MetroWest.

Heart of the South West – Devon Metro.

Swindon and Wiltshire – Rail improvements on the A350 corridor
(“Connecting Wiltshire”), Chippenham station hub, Melksham signal
improvements, Trowbridge Railway station improvements and Corsham
railway station re-opening.

Cornwall and Isles of Scilly – West Cornwall Transport Interchange, Night
Riviera Sleeper service, Traincare centre Penzance and Mainline signalling
improvements between Plymouth – Penzance.
Rail Passengers’ Committee, Western England specific reports.
We commend reports produced by Rail Passengers’ Committee Western England,
which although now some 10 years old, were strategic, far-sighted, and are still
relevant:


The Mainline They Shouldn’t Ignore, Rail Passengers’ Committee Western
England, 2004.
Western Advance, Third edition: A plan for the growth of rail passenger
services serving Western England 2004–2029, .Rail Passengers’ Committee
Western England, 2004.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Economic Study into the Electrification of Rail Services to Plymouth and Cornwall
The Peninsula Rail Task Force (PRTF) has commissioned a report Economic Study
into the Electrification of Rail Services to Plymouth and Cornwall, which provides an
initial assessment of the potential business case for improved services – both diesel
and electrified – to the south west.
Network Rail Long Distance Market Study
TWSW consider that this study is an important starting point for future service
planning for the longer distance routes. The table below compares locations in the
SW with cities of comparable distance from London on the East and West Coast
Main Lines.
Table 3 – South West Journey Time Disadvantage
Location
Distance (miles)
Current Fastest
Journey Time
(minutes)
Future Fastest
Journey Time
(minutes)
Birmingham
113
92
49
Wolverhampton
126
109
66
Stockport
178
115
68
Darlington
232
140
109
Lancaster
230
144
99
Plymouth
225
180
135
Gloucester
113
114
68
Cheltenham
120
136
72
Exeter
173
122
105
Source: Network Rail Long Distance Market Study
Current south west journey times are significantly slower than comparators. TWSW
believe that LDMS journey times are appropriate but note that they will be
significantly slower than HS2-enhanced destinations. Hence it is important that
LDMS speeds are applied as shown. Without this, comparable journey times in the
SW could be nearly double post-HS2 times to favoured areas.
7. Respondents are invited to propose any changes to the current service pattern
which they feel should be considered and to explain their rationale, for example
by identifying specific local factors which might influence the future level of
passenger demand which they consider should be reflected in a revised
specification.
Introduction
TWSW regards this question as covering similar ground to question 5. Therefore we
would request that the current service pattern is assessed in relation to the proposals
set out in our answer.
Stakeholders have put forward some more local aspirations, which are as follows:
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Ashchurch for Tewkesbury / Worcester
One of the key aspirations for within Gloucestershire/Worcs is for an improved
service to Ashchurch-for-Tewkesbury and for Worcester, which are often-neglected
parts of the franchise. Existing station calls at Ashchurch-for-Tewkesbury are
sparse, with large gaps during peak periods, and Worcester services run on average
every 2 hours from Gloucester / Cheltenham – providing a very poor alternative to
driving on the M5 motorway.
An improved service between Gloucester / Cheltenham, Ashchurch and Worcester
should therefore be a key franchise commitment. There are a number of ways this
could be met, some of which are beyond the scope of the immediate five-year
period. However, an hourly service would appear to be a minimum and could be
delivered through:

Additional services to / from Bristol to Worcester;

Extending the Swindon to Gloucester / Cheltenham service through to Worcester;
or

A potential new Swindon–Stroud–Gloucester–Cheltenham–Ashchurch–
Worcester (Parkway?)–Bromsgrove–University–Birmingham New Street service.
If a Worcester to London Service runs via Cheltenham / Gloucester during the
morning peak, and if this stopped at Ashchurch, it would improve connectivity to the
capital for residents north of Cheltenham.
The Joint Core Strategy has a potential allocation of 2,100 houses and 20ha of
employment land at the MoD site up to 2031; and if this goes ahead it will
significantly increase potential demand for rail services to / from Ashchurch.
Totnes / South Hams
On long-distance trains there is a gap for Totnes passengers wishing to take a direct
train and arrive in London in the early afternoon. At present there is the 1019, a slow
train going through Bristol, and then a gap until the 1229. Coming from London the
main need is for a better early morning service.
Local services going west to Plymouth in the morning need to be improved both in
frequency and carrying capacity, as a means of enabling rail-based commuting to
employment opportunities.
Currently there are just three trains covering the start-of-work period in Plymouth: the
0740 originating in Exeter, the 0811 and the 0833 originating in Bristol. The latter two
are frequently subject to delay, so for those who start work or college at 0900 there
is a frequent risk that time is lost at an important part of the day. Consideration
needs to be given to a dedicated commuter service between Exeter and Plymouth;
linking the various intermediate stations. Additionally there should be provision for a
late train (leaving Plymouth around 2300) so that commuters and others can make
full use of social and cultural facilities as part of the growing evening economy. At
the moment the last train is 2125.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Devon and Cornwall
For Consideration in Service Level Commitment 1




The additional Newton Abbot–Paignton services introduced in December 2013
will have been operating for around 21 months when the new arrangements
come into place. Include in the core specification from May 2016.
Looe branch Priced Option (in the last ITT) introduced from Summer 2016.
Improving the Cornish main line service – providing two Plymouth–Penzance
services between 1550 and 1640 from the earliest timetable change, followed by
incremental improvements leading to the introduction of two trains an hour across
Cornwall when re-signalling allows this.
Later Saturday evening trains from Plymouth to Penzance, Plymouth to Exeter
and Exeter to Barnstaple from the earliest timetable change.
For Consideration in Service Level Commitment 2
Introduction of Phase 1 of the Devon Metro scheme – to include:


Full 30-minute frequency service between Exmouth and Paignton, seven days a
week.
Splitting the Barnstaple–Exeter service from the Exmouth line, making it an even
interval hourly frequency with improved rolling stock, to reflect the length of
journey that the vast majority of passengers are making and allow journey times
to be reduced.
Using line speed improvements to reduce journey times to under 60 minutes from
Barnstaple to Exeter Central, while maintaining a good, regular service at the key
intermediate stations. If higher speed rolling stock is allocated, this would help
realise this aspiration.
All these improvements are based on building on and furthering the growth seen
over the last few years.
Ivybridge
The town of Ivybridge has the largest population in the South Hams of Devon, with a
further 500 homes being constructed in the next few years. It is situated on the Great
Western mainline between Plymouth and Exeter. The rail timetable at present is not
of the standard required for a town of this size. The first train in an easterly direction
towards Exeter and Newton Abbot in the morning is at 0825, arriving in Newton
Abbot at 0852 and Exeter St Davids at 0918, meaning there is no rail connection in
this direction for those going to work, forcing them to use their cars on the parallel
A38 and then into the urban area. The next trains are 0908 and 1003, followed by
nearly a four-hour gap with the next train at 1358. Therefore, for a 1300 arrival (e.g.
for business meeting) in Exeter, a passenger would have to catch a train three hours
earlier, which is not fit for purpose.
Ivybridge should ideally have an hourly service from early morning into the evening
in both directions, if the station is to be of any use for a growing, mainly working age
community the majority of whom commute.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
8. Respondents are invited to say whether they value a faster headline journey time,
or more intermediate stops, on a particular journey that they make (and to identify
that journey).
General Comments
The answer to this question depends on which market segment that a particular
route and service is attempting to serve. Long-distance commuters and business
people have traditionally placed a greater premium on speed – although more
productive use of time on trains may be eroding this desire to some extent. Leisure
travellers place more of a premium on connectivity rather than journey time – as
shown by the Passenger Focus research on connectivity and the Cardiff–Portsmouth
/ Brighton services at the time of the last franchise round. A significant minority of
people would opt not to travel if it required a change of train.
TWSW has received comments from a number of stakeholders regarding specific
local issues – detailed below. Whilst there is no priority or implied endorsement of
these views, TWSW believes they should be considered as part of the franchise
specification – as they reflect real issues on the ground.
Totnes / Devon to London
In general an extra 10 minutes or so on a journey of 3 hours may not be particularly
significant, provided that the train arrives on time and conditions on the train are
appropriate for typical passengers, for example those wanting to work and families
travelling with children.
However, there are those who genuinely want fast journeys at particular times. The
obvious case in point is the train that arrives at Paddington at 9 a.m. in time for a full
day’s work in London. On the other hand it must not be assumed that only the large
centres of population really matter. Devon has a large rural population; and Totnes
and Tiverton Parkway are the railheads for very large numbers of people.
A further consideration is that potential passengers are reluctant to use the railway at
all if the journey involves changing train and waiting on platforms.
So the ideal solution is to have a mixture of fast and stopping trains; one of each per
hour has been suggested. A model for this is provided by the two early morning
trains to Paddington, one arriving at 0900, the other at 0921. However, we recognise
that there may be times when this is not achievable and in those cases it is our view
that adequate stops are more important than fast journey times.
Devon and Cornwall
The issue varies from line to line. On the Newquay branch line, the local aspiration
is for local stopping trains to call at all intermediate stations by request.
On the Barnstaple line, there is a small core of intermediate stations that need and
justify a regular service throughout the day. A further five stations have very limited
use. Reducing the journey time between Barnstaple and Exeter Central to less than
60 minutes, while retaining a good, regular service at the key intermediate stations,
is a key goal.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
On the Exmouth line, modest speed improvements would help to improve the
resilience of the timetable and allow the inclusion of more stops (such as Polsloe
Bridge, given the strong growth there). No reduction in overall journey time is
expected.
9. Should any elements of the indicative modelled intercity service pattern be
mandated, and can it be improved? What should the priority be for intercity
services where IEP trains are not planned to operate?
Bristol Bath–Swindon–London
Figure 7.1 of the DfT Consultation document shows that the 2 IEPs per hour from
Bristol Temple Meads to London via Bath Spa both make calls at Chippenham,
Swindon, Didcot Parkway and Reading, whilst the 2 IEPs from Bristol Temple Meads
via Bristol Parkway only call at Bristol Parkway. The frequency to Bath Spa is not
increased and, whilst there is some speeding up of journeys, the 4 stops en route to
Paddington constrain the journey time reduction. Passengers from Bristol Temple
Meads to Paddington are likely to opt for the faster service via Bristol Parkway,
thereby releasing capacity for passengers from Bath and the other stops. TWSW
suggest that some sharing of the intermediate stops between the two Bristol routes
be evaluated – particularly as a means of linking Swindon and Didcot Parkway to the
north–south Cross Country services at Bristol Parkway.
Cheltenham–Gloucester–Swindon–London
The proposed 1 IEP per hour to Gloucester / Cheltenham Spa calls at Reading,
Didcot Parkway, Swindon and the Stroud Valley line stations. There is a need for an
additional 1tph not stopping on the Stroud Valley line, to enable a 2-hour journey
time to Cheltenham; and hence TWSW ask that the mainline stopping pattern of this
route be re-considered in the quest for reduced journey time to Cheltenham. The 2nd
tph on this route may initially have to be operated by HSTs.
London–Exeter–Plymouth
One priority for intercity services, where IEP trains are not planned to operate,
should be LDMS compliant on frequency (3tph) to Exeter with 2tph LDMS compliant
on speed (105 minutes) both proceeding to Plymouth to be LDMS (lower end of
range) frequency compliant but the faster one to still be sub-LDMS speed compliant
at 150 minutes, that train to proceed to Penzance.
These two patterns (Berks & Hants to FSW; and Gloucester / Cheltenham) should
be mandated and Paddington/Reading paths reserved for them.
The specification needs to be consistent with other policy documents in requiring at
least two trains an hour from Paddington to Exeter, as rolling stock becomes
available. With two fast and one semi-fast train per hour, a faster headline journey
time and more intermediate stops can both be achieved.
This pattern should be mandated for when the IEP trains are introduced. First and
last train times should also be mandated, and the opportunity taken to remove some
current anomalies, such as the lack of evening trains from Plymouth to Exeter, and
the lack of down trains to the south west peninsula on Saturday evenings.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
The core Paddington to Plymouth fast service should be hourly, via the Berks &
Hants, line, something not achieved at the moment. Journey times should be 3
hours or as near that as possible while retaining key intermediate stops. The service
should run fast between Reading and Taunton.
In addition, there should be a second train an hour between Paddington and Exeter,
with some of these extended to Paignton. This would be a semi-fast service, calling
at for example Newbury, Pewsey, Westbury and Castle Cary along the Berks &
Hants line.
Totnes / South Hams
In answer to the first part of this question, the first and last trains on any line should
be mandated. In addition an overall minimum number of trains per day should be
specified.
This is one of the areas that will not be served by the IEP trains, so it is important to
see increases in rolling stock, with both the HST and DMU fleets receiving cascaded
trains.
In addition it will be a high priority that the HST coaches are refurbished in a style
that is appropriate to long-distance travel.
Torbay
Currently Torbay has a regular direct local service to Exeter taking about an hour.
On Monday–Friday there are 22 local trains as well 9 long distance trains. There is
no direct service between Torbay and Plymouth.
Collected data show that there are about 2,200 commuters between Torbay and
Exeter, and about 1,100 between Torbay and Plymouth. There are also about 500
students at the South Devon College in Torbay doing university courses at Plymouth
University at any one time.
Currently travellers between Torbay and Plymouth are not provided with any useable
train services. The bus takes over 90 minutes for the 35 mile journey.
It is therefore requested that the franchise specifies (initially) that 2 morning and 2
evening local trains from Torbay, currently running to Exeter, be diverted to run to
Plymouth via Newton Abbot to support these commuters. The train would take about
an hour.
This initial service should then build up over the franchise period to hourly between
Torbay and Plymouth via Newton Abbot. This would provide, taking into account the
long-distance trains serving Torbay, roughly a half hourly service between Torbay
and Exeter.
10. What do you feel the Great Western operator’s priorities on the suburban network
should be once it is electrified in 2016 e.g. for additional higher capacity, fast
commuter services, or improved journey times?
General Comments
Whilst most of the suburban network is east of Reading, TWSW would make the
point that there should be greater clarify in defining what is meant by the “suburban”
network (e.g. London journey-to-work). There are already peak-time capacity issues
TravelWatch SouthWest: Response to Great Western Franchise Consultation
(i.e. standing room only) between Reading and Pewsey at peak times, reflecting the
strong demand to London.
Time is a premium issue for these (working) travellers. It is not clear as to why the
three factors (capacity, fast commuter services and improved journey times) are
regarded as incompatible. The aim should be to provide all of these types of journey
attributes – for example with suitable capacity rolling stock.
11. After the electrification to Newbury, expected in 2016 would passengers’ needs
be best served by a diesel service from Bedwyn, Hungerford and Kintbury to
Newbury connecting into a fast service to London Paddington, or a diesel
stopping service from Bedwyn to Reading connecting to a fast service from
Reading to London Paddington, or other options? The former would give faster
journey times to London but add a change at Newbury for passengers to
Reading.
General Comments
TWSW believes that a less prescriptive view of the options is needed – rather than
an “either / or” approach, which automatically rules out other options. Reading is
clearly an employment and service hub for many of the passengers on Berks &
Hants services to Bedwyn; but there is also a significant demand from long-distance
commuters from Bedwyn / Hungerford to London.
In our response to question 5, we propose consideration of a 1tph limited stop
service from London to Exeter along the Berks & Hants line. If this proposal were to
happen, a direct London–Hungerford / Bedwyn service could be delivered through
selective additional peak-hour stops which could, for example, enable a London
arrival at around 0800 and 0900 and evening departures at around 1730 and 1830.
12. Respondents are invited to suggest ways in which Community Rail Partnerships
could deliver more of the beneficial outcomes for passengers achieved so far.
Heart of Wessex
The Heart of Wessex Rail Partnership has worked with the operator and generated
significant improvements by mobilising community support and marketing the
attractions of the line. However, it now faces the problem that, if it attracts more
passengers, they may find that they cannot get on to a train. The Partnership can
therefore do little more until provided with a more frequent service: “Wessex by the
Hour”.
Devon and Cornwall
The Rail Executive has addressed the key issue of funding in the Consultation,
particularly given the pressures on local authority budgets. It is likely that the Devon
and Cornwall Rail Partnership will need the franchisee to contribute a bigger share of
Partnership costs than at present (currently just under 27%).
At the present time, the key barriers to making progress are lack of sufficient
information, lack of management time to make things happen and the centralisation
of control within the franchise.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
The existing franchisee is very good at supplying regular journey figures and this is a
great help. It would be good to be able to do in-depth studies of the traffic on each
line and also to monitor progress in terms of particular flows. It would be particularly
good to be able to monitor revenue growth on each line, something not possible at
the moment. This would require additional resource (see D&CRP’s submission).
13. While maintaining end-to-end service frequency, could the needs of passengers
be better met by providing the operator with some flexibility over calling patterns
on branch lines?
General Comments
TWSW believe that these sorts of decisions should be made locally and hence the
flexibility mentioned should be allowed in the franchise specification. Calling
patterns on branch lines should be agreed between the franchisee, the Local
Transport Authority and the Community Rail Partnership. If agreement cannot be
reached, the calling patterns should remain as they are at present.
However, the answer will vary between branches and there has to be an assessment
of the relative journey time, operational reliability, service frequency and main line
connection benefits (and potential trade-offs between them).
Many branch lines have a users’ group or are Community Rail Partnerships, which
the franchisee should be required to consult, amongst others.
One factor to consider would be the ratio of end-to-end passengers compared with
those boarding at intermediate stations. If omitting some intermediate stops gives a
journey time that allows the units allocated to the line to deliver a regular service with
connections on the mainline that repeat hourly, then the faster journey should be
considered at those times when the social hardship caused by the reduction of stops
at less frequented stations is least.
Some branch lines are quite short, and time saving from omitting stops would not be
large enough to make much difference to the attractiveness of the service or the
efficiency of train and crew diagramming.
Others, such as the Barnstaple line, serve sizeable settlements, at each end, and
rather sparser populations in between. It has been suggested by some Barnstaple
users that the interests of the majority would be better served by faster services with
fewer intermediate stops.
We note that recent Passenger Focus research suggests length of journey-time is
comparatively low in the priorities of many branch line users. However, for the
Barnstaple line, repeated hourly connections to London at Exeter are desirable and
worth considering, with reduced Barnstaple to Exeter times with fewer stops.
Devon
The Devon Metro proposals are designed to make best use of existing rail
infrastructure, and existing limited stops mean that some stations are an underused
resource, potentially with unexploited demand. In Exeter this applies to St James’
Park and Polsloe Bridge. These stations, situated in heavily populated suburban
areas, account for 64,986 and 104,168 journeys respectively in 2012/13.
To provide a true “metro” system all local services should call at these stations, and
should be considered as part of the franchise for when better rolling stock becomes
TravelWatch SouthWest: Response to Great Western Franchise Consultation
available (given that this is partly constrained by the poor performance of the current
rolling stock).
On the Barnstaple branch the situation is somewhat different, with the length of the
line making better end-to-end journey times a priority. This would encourage
commuting by rail, although it has to be recognised that intermediate stations
increasingly act as railhead to a large catchment. Better performing stock would help
to resolve the tension between these objectives.
Subject to this, any change in calling patterns is a matter that ought to be determined
jointly by the operator and relevant LTA.
14. Respondents are asked to suggest what mitigating actions and steps the GW
operator should be expected to take to meet the needs of its passengers both
during the planned disruption to the GW franchise as a result of planned upgrade
works and when ‘force majeure’ events such as extreme weather, impact the
network.
Information and Staff Training
As far as passengers are concerned the major issues relate to the culture of the
company and how this is taken up by its workforce. At times of disruption
passengers are vulnerable; their lives are thrown into turmoil and they may well be
unable to fulfil their responsibilities, either at home or at work or elsewhere. They
need all the help that the company’s staff can provide. Reacting appropriately to
such situations should be built into staff training programmes.
A further point, and one that is very important for passengers, is that they should be
given clear and accurate information. At present this does not always happen. This is
usually not the fault of the staff talking to the passengers but with those in Control
Centres; they too need regular training in handling break-down situations.
Longer Term Resilience
If the Berks & Hants line is eventually electrified it would be prudent also to electrify
from Westbury to Thingley Junction and Bathampton Junction to create diversionary
routes. This approach would vastly simplify diversions with the all electric IEPs on
the Bristol line, and would avoid the need to remove bi-mode IEPs and HSTs from
other routes to run on unwired diversionary routes, thus passing the problem to
routes from where the bi-modes and HSTs were removed.
15. Where the provision of temporary, alternative service is unavoidable,
respondents are invited to suggest what alternative provisions they would prefer
the GW operator to put in place.
General Comments
Research by various bodies including Passenger Focus demonstrates that
passengers prefer the provision of a diverted service during disruption to bus
replacement around the blockade. Whilst many IEPs will be bi-mode, a significant
number will be all electric. To allow their use to deliver the passengers’ preferred
option at frequencies close to the normal timetable, those electric IEPs will need
electrified diversionary routes. In the longer term, the progressive roll-out of
electrification in CP6 will ensure greater flexibility.
TWSW consider that the current franchisee’s attempts to restrict use of rail
replacement bus services, where possible, to those sections of the line actually
TravelWatch SouthWest: Response to Great Western Franchise Consultation
being worked on, with train services operating over those sections of the route on
which no work is planned, should be retained as a requirement of the new franchise.
To avoid complications for passengers, the franchisee should consult on the level
and timings of services during such work with the local user groups and relevant
Community Rail Partnerships.
Pressure from Network Rail to increase the length of Saturday night / Sunday
morning possessions should be resisted. The current franchisee has been effective,
for example, in achieving earlier Sunday services on the Exmouth branch in
response to pressure from the local Rail User Group, and there should be no
regression from this.
A major project is to provide a Dawlish avoiding line; the study currently being
conducted should be followed by concerted action.
In the longer term consideration should be given to upgrades to diversionary routes,
which would provide additional benefits for the routes concerned, e.g. electrification
of Bristol–Westbury–Newbury, and additional passing capability between Exeter and
Honiton.
16. Respondents are encouraged to consider what steps the GW operator should be
expected to take when reacting to changes in passenger demand, and what
targets for capacity should be set.
Seat Capacity
The new franchise should take account of the forecast growth in rail travel and any
suppressed demand resulting from current over-crowded services. The current
rolling stock fleet is already under pressure and there are times, for example in the
event of a cancellation, when over-crowding is severe. This situation gives a very
bad impression of the service.
With passenger growth set to continue the need for additional rolling stock is
paramount. TWSW would expect to see the franchise include the cascade of the
Class 165/6 “Thames Turbos” fleet to services in the West of England city region.
The reference (in section 5.6 of the Consultation Document) to the release of London
suburban DMUs for redeployment elsewhere on the network is therefore very
welcome in this respect.
However, even with the Class 165/6s, we remain concerned over the national
shortage of DMUs and the rapidly ageing and unsuitable nature of the current fleet.
If electrification is extended in CP6, there will also be a need for new EMUs. The
franchise must require the operator to secure new or at least more modern rolling
stock over and above the cascade of Class 165/6s, and to plan effectively for a
future electrified network extension.
Targets in the franchise should be set and monitored for the following performance
indicators:

No standing on journey legs exceeding 10 minutes, and on all days of operation
including Saturdays and Sundays.

Maximum number of short-formed trains allowable.

Limits to Passengers in Excess of Capacity (PiXC). These apply in London and
the South East, and should be extended to cover the whole area of the Great
Western Franchise. This measure should be used at all stations where there is a
TravelWatch SouthWest: Response to Great Western Franchise Consultation
significant commuter flow, e.g. the West Wiltshire stations and Filton Abbey
Wood as well as stations along both the Great Western Main Line and the Berks
& Hants and Cotswold lines.
Regular structured consultation (particularly relating to timetable changes) with
TWSW, which can match a strategic understanding of the service area with
extensive local intelligence through our work with the users’ groups comprising a
significant part of the membership, also has the potential to make a useful
contribution. In view of this significant local knowledge, providing funding to TWSW
should be a continuing franchise obligation.
The operation of the franchise should be reviewed regularly and account taken of
any significant exogenous market developments that are beyond the control of the
franchisee. It would provide an opportunity to assess the performance of the
franchise against the agreed outcome specifications and, if necessary, renegotiate
the financial profile of the franchise in an orderly way.
Any additional monies received by the Department for Transport from the franchisee
as a result of a “profit-sharing” mechanism should be used to provide additional
capacity where it is required. The impact of any investments undertaken by Network
Rail or others in delivering asset enhancements, such as schemes for electrification
additional to those for which a commitment had been made at the time of the
franchise award would also need to be reviewed. It is important that this potential
change mechanism should operate openly and transparently and that local transport
authorities, LEPs, users’ representatives and other key stakeholders should have
access to this process.
Generally capacity improvements should mean everyone getting a seat. For
example local services in Exeter do not benefit from a captive market like services in
London, and having to stand reduces the train’s competitiveness with other modes,
particularly the car. Over-crowding It also prevents using the journey productively by
reading / working.
Cascaded and additional DMUs are essential to achieving greater seat availability.
17. Respondents are invited to highlight if there are specific stations or services
where they feel particular attention should be paid to reliability or punctuality.
General Comments
In addition to the specific locations, TWSW would make the general point that our
personal experience is that train despatch times do not compare favourably with
other franchises – for example those south of London. We believe that more
attention should be paid to train despatch as a means of ensuring that vital minutes
are not lost on the journey.
Westbury Station
Westbury should be developed as an important interchange hub, where passengers
on the north-south services can make a quick and simple change to the east–west
intercity services.
Devon and Cornwall
Reliability of the ageing train fleet, particularly on local services in the south west
peninsula, is of increasing concern. Pacer and Sprinter type stock is thirty years old,
and even the 165/6s have seen over 20 years’ service. FGW recognise that the
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Class 143s are mechanically unreliable; these need to be retired as soon as
possible. A new fleet of “go anywhere” DMUs should be procured.
Exmouth Line
We would also like a review of the Exmouth line service with the aim of eliminating
the need to terminate trains short at Topsham at times of disruption.
18. Are there any areas of the GW franchise where you feel cost savings could be
made?
Joint Working
TWSW would support an alliance arrangement between Network Rail and the train
operator, especially if it would deliver benefits to passengers through a joined-up
approach to management.
Revenue Protection and Ticketing
It has been suggested to TWSW that where expensive enforcement teams are used
to “change the behaviour of non paying customers”, train staff, already equipped with
ticket vending equipment, sell tickets to passengers without.
Electrification
In the longer term, operating and track wear costs are reduced with electric traction.
Further electrification would help reduce operating costs of rolling stock and
infrastructure. The Peninsula Rail Task Force (PRTF) Electrification study broadly
estimates (at today's prices) the operational cost savings due to electrification as
being at least £1bn over a 60 year NPV.
19. Respondents are encouraged to consider which locations merit consideration for
future improvement under these schemes.
General Comments
Station facilities, security and information are key elements of the rail experience. A
deterrent to rail use is the perceived lack of security and the actual lack of facilities
such as toilets at stations and facilities for people with mobility impairments.
Therefore the National Stations Improvement Programme (NSIP) and Access for All
(AfA) funding are very important as a means of improving the passenger experience.
A number of stations managed by First Great Western in South West England are in
a poor state of repair and provide a poor impression of the rail network, especially for
new or infrequent customers. However, in the latest round of AfA funding the south
west got the fewest number of schemes (compared with the number submitted) of
any region. The franchisee should therefore be required to work with local rail user
groups, local authorities and CRPs to give future scheme submissions a greater
chance of success.
The franchisee should be required to work towards any future NSIP and AfA
submissions which should seek to deliver major programmes of station improvement
works, including the provision of closed-circuit television, toilets, waiting rooms /
shelters, step-free arrangements for disabled travellers, improvements to pedestrian,
cycle and bus access and interchange.
Devon County Council and the Avocet Line user group are soon to publish a Station
Standards minimum requirement, and have carried out an audit over Exeter network.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
The current franchisee is also reviewing stations – all this work and recommended
improvements should be actively considered for investment though the franchise.
Cheltenham Spa Station
In partnership with First Great Western and Network Rail, the Cheltenham
Development Task Force has been promoting a major upgrade of facilities at
Cheltenham Spa station – which has seen significant passenger growth (247%) in
the last 15 years. As a result, there are nearly 2 million passengers a year using the
station, and very high demand at certain times (e.g. Cheltenham Festival race
meeting). However, only minor improvements to station facilities have been made in
the last 40 years, and car parking availability is severely constrained.
Additionally the site links to a host of other transport related activities including Local
Sustainable Transport Fund activity such as planned improvements to pedestrian
and cycling signage via the Honeybourne Line, potential connectivity to Lansdowne
(via this scheme); bus passenger improvements as part of the strategic
Cheltenham–Gloucester transport corridor; car parking improvements reflecting the
existing limited capacity and local nuisance generated by passengers parking in local
streets. From a passenger perspective there will also be improvements to ensure
that Cheltenham becomes a full Equalities Act “railways for all” compliant station.
An initial scheme has been worked up by consultants employed by the current
franchisee – see Figure 4 below.
Whilst a limited amount of money has been obtained from the Gloucestershire Local
Transport Board and from the Access for All programme, there is still a significant
funding gap which must not be lost in the absence of match funding through the new
franchise.
Therefore TWSW would like to see proposals for a major upgrade of facilities at
Cheltenham Spa written into the franchise specification.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Figure 4 – Cheltenham Spa Station Outline Proposals
Stations with Wide Rural Catchments
Given the dispersed settlement patterns of large parts of the region, and the paucity
of appropriate local public transport generally, cars are often the only means of
accessing the rail network. Therefore, at stations serving wide rural catchments,
improving car parking capacity and quality should be a clear priority for any future
NSIP schemes.
People will not plan for cross-modal journeys unless they can be sure that they will
be able to find space to park their car on getting to the station. The issue is urgent at
some of the busier stations that serve as hubs for settlements covering hundreds of
square miles (e.g. Swindon) and more local catchments (e.g. Kemble). Any new
station proposals should ensure adequate car parking capacity where demand is
anticipated from a wide rural catchment, and especially where there is car access.
Exeter Area
Stations are key to the Devon Metro proposals, not just new stations but enhancing
existing ones. Key hubs like Exeter St Davids should be transformed from a railway
station to an intermodal transport exchange.
Many stations in the Exeter area have been improved in recent years, through cooperation between the operator, Network Rail, Local Transport Authority and other
TravelWatch SouthWest: Response to Great Western Franchise Consultation
stakeholders. The franchise specification should contain proposals for continuing this
work.
The franchisee will also need to recognise that many stations are likely to see
continued growth, and will need to be developed to accommodate this. For example,
Polsloe Bridge on the Exmouth branch is the origin or destination for 104,168
journeys in 2012/13; in 2009/10 this stood at 70,000, and this level of increase is not
untypical in the Exeter area. Increasing usage on this scale creates a need for
additional facilities in terms of accessibility, waiting shelters, ticket purchase, bicycle
parking, and car parking (where applicable).
20. Respondents are encouraged to consider how best to communicate information
with passengers across the franchise and how best to keep passengers informed
during times of disruption.
General Comments
First Great Western needs to continue and develop their current approach, which is
generally good, and look to give special attention to communicating short-term notice
of delay or cancellation to stations when they are unstaffed, particularly the larger
ones such as Exmouth. These types of announcements are far more important and
preferable to the general and standardised messages regarding security / baggage,
etc.
Customer Information Systems
The introduction of the franchise-wide Customer Information System (CIS) is
welcomed but it must be reliably available at all stations. The increasing use of social
media is to be encouraged and facilitated whether it is to check real-time information
feedback on live performance or to obtain information about fares and services. In
particular, we think it important that the successful franchisee should be obliged to
maintain up-to-date timetable information on the internet relating to planned
engineering work.
Wi-Fi
However, we also note that the limitations of reliance on wireless technology in those
many parts of the service area where reception is unreliable makes it essential to
ensure that there are other methods of keeping passengers informed consistently.
The introduction of Wi-Fi on mainline rolling stock is welcomed but it would be useful
to passengers travelling on branch line trains seeking mainline connections. Stations
also need to offer Wi-Fi. This would enable greater use of social media whose value
is being proven increasingly at times of service disruption as bringing real addedvalue to passengers’ use of time when travelling by train. Information must also be
made available by announcements on the train, on the platform, and in the buffet or
waiting room where delayed passengers may take refuge.
The franchise specification should therefore contain clear proposals for:

Improving information to passengers, such as extending the coverage of real time
information displays, coupled with making the most effective use of staff
resources and help points. As a minimum, current levels of help point and RTI
provision should be maintained.
TravelWatch SouthWest: Response to Great Western Franchise Consultation

Improving the supply of prompt and reliable information to passengers during
times of disruption, through conventional means and social media, including
advice about alternative travel options.
Staff Communication
Whilst there is increased effort to communicate with passengers on board trains, this
is quite often ineffective either because of faults in the overhead announcement
system or in the way it is used. The number of announcements is such that many
passengers do not listen to them at all. Better training in public speaking and a more
robust system are needed. For passengers waiting in stations, pre-recorded
announcements are not always correct, sometimes give mysterious explanations
and offer no advice. Station staff should be encouraged to make announcements
and offer advice where appropriate.
All this is even more urgent in times of severe disruption such as we have recently
experienced. We mentioned that staff in control centres need regular training in
handling break-down situations. Two recent examples witnessed by our members
could act as case studies.
We make one major additional plea concerning passenger information: that is,
the DfT should break from the current practice and instead remove the requirement
for the franchise holder to make safety/security announcements on trains, and that
the franchise holder also be encouraged to reduce the number of unnecessary
announcements (e.g. continual reminders about taking luggage when leaving the
train; informing staff about suspicious activity; detailed information about what the
buffet sells). Regular passengers find these safety / security / reminder
announcements annoying, repetitive and patronising. New passengers would not
miss them, and rather than providing re-assurance, some serve instead to create
anxiety. On the Continent, such announcements either do not (or rarely) exist; in the
UK, they do not exist on buses or trams, so why on trains?
21. Rail Executive is considering what the appropriate approach for monitoring and
improving service quality in the new franchise would be. Respondents are invited
to say what matters most to them (for example, cleanliness of trains and stations,
or the helpfulness of staff) in terms of the service quality they receive.
General Observations
TWSW supports a mechanism for franchise monitoring and improving service quality
based principally on delivery of specified outcomes. Apart from the National
Passenger Survey, TWSW can provide operators with invaluable feedback which
enables the franchisee to identify areas of concern and deliver sustainable
improvements. Accordingly, the franchisee should be obliged to provide financial
support for and work closely with TWSW, a Community Interest Company that brings
together users’ groups and other stakeholders with a bona fide interest in public
transport throughout the South West. Community Rail Partnerships and similar
organisations with sound local knowledge and a basic understanding of operational
issues also play a crucial role.
The Department for Transport should build on the success of the present franchisee
in supporting financially and harnessing the energy of these organisations: the
franchisee should be obliged to make contributions to organisations promoting the
interests of passengers in the community, including TWSW and the CRPs.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Delays and Cancellations
A key issue here is to minimise delays and cancellations, followed by achieving high
levels of customer satisfaction. The specification needs to include some clear targets
and require franchisee to demonstrate how they plan to ensure they are achieved.
Monitoring of satisfaction levels should not be limited to existing passengers, as this
risks excluding the views of people who have ceased to be rail passengers, for
example because of dissatisfaction with reliability or inability to pay the fares.
22. Please indicate if there are any additional areas that you think Rail Executive
should consider consulting on and that have not already been addressed during
stakeholder engagement.
Seven-day railway
The pattern of service provision over much of the franchise area reflects a belief that
there is a 5-day working week, which rail travel should support. However, for many
tourists, shoppers, students and leisure travellers, the provision of services at
weekends is as or more important. Sunday service provision on many routes is
lamentable, with services starting from some major stations some four hours later
than the comparable weekday (or even Saturday) services. The aspiration is for a
seven-day railway, with trains commencing at least as early on a Sunday as a
weekday. Increased provision of Saturday and Sunday evening trains are also
required to service actual and latent demand.
Ticketing
As a minimum, a ticket vending machine should be located at every station. If
cashless machines need to be used at high-crime locations, an alternative is
necessary for passengers (such as children) without access to credit or debit cards.
An example would be smartcards capable of being topped up online or at local
shops.
In the interim at least, popular destination stations (such as Exeter Central and St
Davids) with large numbers of passengers arriving from unstaffed stations should
have on-platform ticket machines to reduce congestion at the barriers being caused
by people without tickets.
The franchise specification should aim to introduce ITSO smart ticketing, and to work
with local authorities who wish to introduce multi-modal ITSO schemes.
The current franchisee offers certain local carnet and season ticket products aimed
at part-time workers, and these should be retained (as a minimum) and where
possible rolled out across the franchise area.
The existing level of gate line coverage should be maintained and increased during
the franchise.
The on-train ticket machines used by First Great Western largely date back to 2001
and again, are showing signs of their age. Replacement of these and taking the
opportunity to accommodate readers for print-at-home and other smart ticketing is
something that should be actively considered.
TravelWatch SouthWest: Response to Great Western Franchise Consultation
One of the objectives of the new franchise includes the requirement to install smart
ticketing across the franchise. We agree with this but are keen than it means
(among other things) Oyster style “touch in, touch out” ticketing as well as simply
having a smartcard on which a season ticket is loaded. A particularly key
requirement is that whatever ticketing is adopted must be able to operate ticket
gates.
Third Party Funding
The franchise should seek to encourage the operator to work with local authorities,
LEPs and developers to obtain third party funding, especially where there are
opportunities for stations to become hubs for housing, employment and / or retail
development.
Network Rail West of Exeter Route Resilience Study
Following the severe disruption at Dawlish, TWSW would ask that following
submission and publication of the Network Rail study, the Rail Executive follows
through with the recommendations and progresses further work on developing
appropriate options.
Extension of Electrification
Whilst it is understandable that the consultation document is focussed on schemes /
investments that are within the maximum five-year franchise – one year into Control
Period 6 – TWSW strongly urges the rail industry to commence planning for the next
phase of electrification.
When electrification is complete in 2018, there is a danger that the economic boost
attributable to that investment will further widen the productivity gap between
“peripheral” parts of the network and what are perceived as the “showcase” main line
routes to Bristol and South Wales.
Subject to Network Rail’s Long Term Planning Process, TWSW would therefore wish
to see the franchise include relevant provisions for experienced technical staff to
focus on developing the following candidate schemes in the region:



Newbury–Taunton;
Bristol–Exeter–Plymouth–Penzance;
Bromsgrove–Cheltenham–Gloucester–Bristol.
The business case for the schemes has already had some work undertaken, and the
results are promising:
TravelWatch SouthWest: Response to Great Western Franchise Consultation
Peninsula Rail Task Force (PRTF) Report on Electrification to Far South West
The PTRF is formed of the Cornwall LEP and Heart of the SW LEP which covers
and includes the 5 LTAs of Somerset, Devon, Torbay, Plymouth and Cornwall, plus
other stakeholders in the Far South West (FSW). The extant (being refreshed)
Network Rail (NR) Electrification Route Utilisation Strategy (RUS) states that the
Benefit Cost Ratio (BCR) for Bromsgrove–Bristol–Taunton–Plymouth route is 5.1 to
1. For the Reading–Newbury–Taunton route, the BCR is described as "effectively
infinite".
A more recent study by consultants to the PRTF reflects the higher costs since the
NR study.
Electrification to the FSW saves at least £1bn in operating costs over a 60 year
appraisal period – with figures from the Electrification RUS showing some interesting
comparisons:
Table 4 – Electric and Diesel Power Operating Costs
Metric
Typical Diesel
Energy efficiency
Typical Electric
Source
Information
+20-40%
NR RUS p26
60
40
ATOC Track
Access charges
47
26
ATOC Track
Access charges
Lease cost
(£/vehicle/year)
110
90
ATOC Track
Access charges
Track wear
(pence/vehicle/mile)
9.8
8.5
ATOC Track
Access charges
Maintenance
(pence/mile)
Fuel
(pence/mile)
As a result electrification for the southwest of Bristol and west of Newbury
electrification package – all the way to Penzance, including Paignton and Exeter /
Exmouth – has an estimated positive economic appraisal of nearly £1.5bn (60 year
NPV); and a BCR of around 2:1.
The PRTF Electrification report also evaluates an enhanced diesel option. This
enhancement is partly in the form of higher frequencies and features 2tph to
Plymouth, one fast and one with more stops. This proposal has an estimated
positive financial Case – with time saving and operating cost benefits giving an
estimated 60 year NPV of £570m.
Whilst the PRTF study is high level, it should provide the starting point for more
detailed business case work.